US20090265069A1 - Land vehicle braking system - Google Patents
Land vehicle braking system Download PDFInfo
- Publication number
- US20090265069A1 US20090265069A1 US12/081,509 US8150908A US2009265069A1 US 20090265069 A1 US20090265069 A1 US 20090265069A1 US 8150908 A US8150908 A US 8150908A US 2009265069 A1 US2009265069 A1 US 2009265069A1
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- US
- United States
- Prior art keywords
- signal
- vehicle
- brake
- caliper
- response
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Abandoned
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Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T7/00—Brake-action initiating means
- B60T7/12—Brake-action initiating means for automatic initiation; for initiation not subject to will of driver or passenger
- B60T7/22—Brake-action initiating means for automatic initiation; for initiation not subject to will of driver or passenger initiated by contact of vehicle, e.g. bumper, with an external object, e.g. another vehicle, or by means of contactless obstacle detectors mounted on the vehicle
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- Engineering & Computer Science (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Regulating Braking Force (AREA)
Abstract
A braking system in a land vehicle having wheels for movement and a motor rotating the wheels. The braking system includes a brake rotor that is secured to one of the wheels. A brake caliper is secured to the vehicle for grasping the rotor in response to a caliper actuation signal. A brake pedal is secured to the land vehicle for movement by the vehicle driver. A pedal sensor is connected to the pedal for sensing the movement thereof and generating a braking signal in response to the movement of the pedal. A power train control module is secured to the vehicle for controlling the speed at which the motor rotates the wheels in response to a deactivation signal. A camera is mounting on the vehicle for generating a video signal representative of the incident light entering the camera. A central processing unit (CPU) is connected to the pedal sensor, the brake caliper and the camera. The CPU is adapted to receive the braking signal from the pedal sensor and, in response thereto, transmit a caliper actuation signal to the brake caliper. The CPU is also adapted to receive the video signal from the camera and process the video signal to determine whether the incident light entering camera includes light of a red color. In response to detecting light of a red color, CPU transmits a caliper actuation signal to the brake caliper and a deactivation signal to the power train control module.
Description
- The present invention relates generally to electrical communication apparatus and, more particularly, to land vehicle alarms and indicators of collision or contact with external objects.
- Preventing collisions at roadway intersections has long been a goal of civil engineers working in the field. Numerous design features are commonly incorporated into intersections to minimize the likelihood of collisions. Typical of these features are: well-lit signals, bold signs and roadway markings, reduced speed zones, flat and straight roadway grades, and textured roadway surfaces for enhancing traction. These features all lengthen the effective stopping distance available to a vehicle at an intersection thereby increasing margins of safety.
- Driver misbehavior has reduced the effectiveness of safe roadway designs. Inattentiveness, speeding, racing, and drinking have caused drivers cruise past stop signs and red light without noticing them. Furthermore, larger and heavier vehicles like SUVs and pickup trucks, favored by many drivers today, travel farther while stopping than typical automobiles at the time that many intersections were designed. Finally, an increasing use of private vehicles has led to unprecedented congestion and roadway crowding. Today, there are more opportunities than ever for vehicles to collide with one another at intersections and elsewhere on the roadways.
- In light of the problems associated with safely controlling the passage of land vehicles through roadway intersections, it is a principal object of the invention to provide a braking system that will automatically stop a land vehicle at a roadway intersection where a stop sign or red light is present. If a driver is inattentive or his vehicle is somehow out-of-control, his vehicle cannot run a stop sign or red light.
- It is another object of the invention to provide a braking system of the type described that will automatically stop a land vehicle when following a vehicle with illuminated brake lights or when approaching a school bus with flashing warning lights. Thus, a driver of a vehicle employing the system cannot inadvertently rear-end another vehicle or pass a school bus that is loading or discharging passengers.
- It is an object of the invention to provide improved features and arrangements thereof in a land vehicle braking system for the purposes described that is robust in construction, inexpensive to manufacture, and dependable in use.
- The foregoing and other objects, features, and advantages of the present invention will become readily apparent upon further review of the following detailed description of the preferred embodiment as illustrated in the accompanying drawings.
- The present invention may be more readily described with reference to the accompanying drawings, in which:
-
FIG. 1 is a schematic diagram of the components of my land vehicle braking system. -
FIG. 2 is a schematic diagram of a roadway intersection wherein a land vehicle employing my braking system is approaching a stop sign. - Similar reference characters denote corresponding features consistently throughout the accompanying drawings.
- Referring now to the FIGS., a land vehicle braking system in accordance with the present invention is shown at 10.
System 10 includes avideo camera 12 that is mounted on aland vehicle 14 for detecting sources of red light like traffic lights and stop signs as at 16 within its field of view.Camera 12 is connected to a central processing unit (CPU) 18 that serves as a controller of a number ofbrake calipers 20 and a powertrain control module 22 ofvehicle 14. A number ofsensors brake pedal 30,brake calipers 20, andbumpers 32 ofvehicle 14 transmit data signals toCPU 18 that are considered byCPU 18 in controllingcalipers 20 and powertrain control module 22. -
Vehicle 14 is normally stopped by the application of downward pressure to brakepedal 30. Pedal 30 is located at the front ofvehicle 14 where it can be easily pressed by one foot of the vehicle driver. Apedal sensor 24 connected topedal 30 detects the amount of downward movement ofpedal 30 caused by the driver.Sensor 24 produces a braking signal that is proportional to the amount of movement ofpedal 30 and transmits the braking signal toCPU 18. In response to the braking signal received frompedal sensor 24,CPU 18 transmits a proportional, caliper actuation signal to each ofbrake calipers 20. Upon receiving the actuation signal,calipers 20grasp brake rotors 34 with a pressure that is proportional to the downward travel ofpedal 30. - It should be understood that the full downward movement of
pedal 30 causescalipers 20 to apply the maximum gripping force tobrake rotors 34 so as to stop movingvehicle 14 in the shortest distance. Less movement ofpedal 30, however, results in: less severe deceleration, less strain upon the occupants ofvehicle 14, and longer stopping distances. When the driver lifts his foot frompedal 30, a spring (not shown) returnspedal 30 to its original position thereby causing, by the generation and transmission of proportional braking and actuation signals,calipers 20 to fully releaserotors 34 for unimpeded rotational movement of the vehicle wheels to which such are secured. - As
vehicle 14 is being driven,camera 12 is activated to supplement the ability of the driver to stopvehicle 14 under adverse circumstances.Camera 12 includes a lens and an imager (neither shown) mounted together on the rearview mirror ofvehicle 14. The lens gathers and focuses light from the area generally in front ofvehicle 14 onto-the imager. The imager, in turn, converts the incident light into an electronic video signal that is delivered toCPU 18 for processing. - For the sake of simplicity of operation of
camera 12, the amount of light passing through the lens, the field of view of the lens, and the shutter speed of the lens are fixed at the time of manufacture. Alternatively, these optical characteristics can be automatically controlled by the addition of electronic controllers tocamera 12. Providing controllers tocamera 12 to enhance image quality is, of course, a matter of design choice and would add to the cost ofsystem 10. - The imager is the “eye” of
camera 12, housing a photosensor and a processor. The lens projects an image onto the photosensor for a predetermined period. The light exposure is converted into an electrical charge which is registered at the imager's output terminals. Then, the photosensor is reset to start the exposure-process for the next video frame. The processor receives and analog video signal from the photosensor and converts the imager output into a discrete digital video signal. -
CPU 18 receives the video signal from the imager. A mathematical algorithm stored withinCPU 18 is utilized to determine whether the video signal shows the presence of the color red indicating thatvehicle 14 may be approaching: a stop light, a stop light, or a vehicle brake indicator light. If the color red within a predetermined frequency range is detected, the algorithm further determines the intensity of the color in order to estimate the distance ofvehicle 14 to the color source. - The algorithm used by
CPU 18 correctly assumes thatstop signs 16 are uniform in terms of their: size, shape, color, reflectivity, and height positioned above the ground. Thus, the frequencies of light reflected bystop signs 16, when exposed to sunshine or vehicle headlights at night, can be reliably found to fall within a measurable range. These light frequencies corresponding to the color red, if present, are found in the video signals when they are analyzed by the algorithm. Traffic lights and the tail lights of land vehicles produce red light having wavelengths similar to that emitted bystop signs 16 that can be detected bycamera 12 and processed withinCPU 18 to yield information about their distance fromvehicle 14. - The intensity of the red light received by
camera 12 varies in proportion to the square of the distance thatvehicle 14 has fromstop sign 16. So, as the distance betweenvehicle 14 andstop sign 16 is halved, the intensity of the red light detected inCPU 18 by the algorithm is increased by a factor of four. The algorithm considers the incremental variations of light intensity for detected red light in determining whether, and how fast,vehicle 14 is approachingstop sign 16. - Environmental conditions can diminish the intensity of the
light reaching camera 12. For example, dense cloudcover, fog, and falling precipitation can limit the amount of light passing fromstop sign 16 tocamera 12. Regardless, as red light intensity increases, the algorithm instructsCPU 18 thatvehicle 14 is in the presence of, and is approaching, stopsign 16. - When
vehicle 14 approaches stopsign 16 at speeds that are predetermined by algorithm to be too fast, algorithm causesCPU 18 to transmit an actuation signal to brakecalipers 20 so as to griprotors 34. This particular actuation signal is sufficient to reduce the forward speed ofvehicle 14 to one whereinvehicle 14 is safely stopped prior to reachingstop sign 16. Whilevehicle 14 is being brought to a stop,camera 12 continuously providesCPU 18 with the video signal that is analyzed by the algorithm to determine whether deceleration is occurring at a sufficient rate. If not,CPU 18 makes an immediate adjustment to the actuation signal so as to stopvehicle 14 in a safe and timely manner. - To ensure that
calipers 20 androtors 34 are not prematurely worn out,CPU 18 transmits to power train control module 22 a motor deactivation signal simultaneous with the transmission of the caliper actuation signal. Powertrain control module 22, upon receiving the deactivation signal, immediately causes the vehicle motor to reduce power to an idling state where the motor is no longer drivingvehicle 14 forward. Oncevehicle 14 stops, or is overridden by the driver depressingbrake pedal 30, the deactivation signal is terminated and powertrain control module 22 is thereby permitted to control the operation of the vehicle motor in a normal manner via driver inputs. - The driver of
vehicle 14 is alerted prior to automatic braking ofvehicle 14 bysystem 10. When practicable, a few seconds prior toCPU 18 automatically sending an actuation signal tobrake calipers 20 and a deactivation signal to powertrain control module 22,CPU 18 transmits an alarm signal toaudible alarm 36 positioned within the passenger compartment ofvehicle 14 nearcamera 12.CPU 18 terminates the alarm signal after a predetermined period of time or whenvehicle 14 is stopped. - Upon hearing the sound generated by
alarm 36 and sensing impending danger, the driver ofvehicle 14 may choose to press his foot againstpedal 30. Downward movement ofpedal 30 causes a braking signal to be transmitted frompedal sensor 24 toCPU 18. Under these circumstances, the braking control ofvehicle 14 will remain with the driver sinceCPU 18 will not transmit caliper actuation and motor deactivation signals. Failure of the driver to depressbrake pedal 30 and generate a braking signal will serve as an indication toCPU 18 to energizebrake calipers 20 and deenergize the vehicle motor via powertrain control module 22. -
Brake sensors 26 are associated withbrake calipers 20 to provide feedback toCPU 18 regarding the operation ofcalipers 20. Abrake sensor 26 is connected to each ofcalipers 20 to monitor the temperature of the wearing parts of thecaliper 20, namely its brake pads (not shown). Eachbrake sensor 26 continuously transmits to CPU 18 a temperature signal whilevehicle 14 is running. -
CPU 18 produces caliper actuation signals, when necessary, that are proportional to the temperature signals received frombrake sensors 26 as well as to movements ofpedal 30 detected bypedal sensor 24. In the event that the temperatures detected by abrake sensors 26 are relatively hot,CPU 18 will cause any caliper actuation signals delivered therefrom to causecalipers 20 to griprotors 34 with a relatively weak force to achieve adequate deceleration ofvehicle 14. Conversely, whensensors 26 detect thatcalipers 20 are cold and not as able to provide as much grip when hot,CPU 18 will cause caliper actuation signals delivered therefrom to causecalipers 20 to griprotors 34 with a relatively high force. -
Bumper sensors 28 are mounted on the front and back ofvehicle 14 and are operatively connected toCPU 18.Bumper sensors 28 detect significant impacts with objects outsidevehicle 14 and transmit toCPU 18 contact signals when impacts occur. In response to receiving a contact signal,CPU 18 immediately transmits a caliper actuation signal to each ofcalipers 20 to griprotors 34 with its full strength. At the same time that the- caliper actuation signal is transmitted,CPU 18 transmits a deactivation signal to powertrain control module 22 to deenergize vehicle motor. Thus, in the event of an impact,vehicle 14 is automatically caused to stop moving in the shortest distance and time. - From the foregoing, it should be appreciated that the use of
system 10 is straightforward. Asvehicle 14 travels down a first roadway 38,camera 12 gathers light during daytime or nighttime operations reflected from astop sign 16 marking an intersection with asecond roadway 40.Camera 12 produces a video signal that is transmitted toCPU 18 and processed by algorithm so as to detect red light fromstop sign 16. In the event that the speed ofvehicle 14, as determined by algorithm measuring variations in the intensity of the red light fromstop sign 16, exceeds a preset limit,CPU 18 causesaudible alarm 36 to sound. If the driver ofvehicle 14 does not respond to alarm 36 by depressingpedal 30,CPU 18 automatically signals powertrain control module 22 to reduce motor speed and signalsbrake calipers 20 to griprotors 34 with suitable force to slowvehicle 14 to a stop in a comfortable fashion. If the driver ofvehicle 14, however, does respond to alarm 36 by depressingpedal 30,CPU 18 refrains from slowingvehicle 14 to a stop. The automatic deceleration ofvehicle 14 occurs similarly in the presence of red traffic lights, flashing school bus lights, and vehicle taillights. -
Bumper sensors 28 detect the collision ofvehicle 14 with an object. Upon receiving a contact signal from one ofsensors 28,CPU 18 automatically causes powertrain control module 22 to idle the vehicle motor and causecalipers 20 to griprotors 34 with maximum force. No warning ofaudible alarm 36 is sounded since immediate stopping ofvehicle 14 is required and driver intervention is unnecessary to minimize harm. - In all cases, the amount of force that calipers 20
grip rotors 34 is derived, in part, from temperature signals transmitted toCPU 18 bybrake sensors 26.CPU 18causes calipers 20 to grip with greater force at times when cold temperatures are detected than when warm temperatures are detected. Thus,system 10 provides an added degree of safety, in the form of audible warnings and positive braking actions that take into account environmental conditions, for the occupants ofvehicle 14 and others who may come into contact withvehicle 14 while it is being driven. - While
braking system 10 has been described with a high degree of particularity, it will be appreciated by those skilled in the art that modifications can be made to it. For example,CPU 18 can be programmed to pulse the actuation signals tobrake calipers 20 as an anti-lock feature to keeprotors 34 for becoming fixed within the grip ofcalipers 20. Therefore, it is to be understood that the present invention is not limited solely tosystem 10 described above, but encompasses any and all braking systems within the scope of the following claims.
Claims (4)
1. A braking system in a land vehicle having a plurality of wheels for movement and a motor for the rotation of the wheels, the braking system comprising:
a brake rotor being secured for rotational movement to one of the wheels of the land vehicle;
a brake caliper being secured to the land vehicle for grasping said brake rotor in response to a caliper actuation signal;
a brake pedal being secured to the land vehicle for movement by the vehicle driver;
a pedal sensor being connected to said brake pedal for sensing the movement thereof and generating a transmissible braking signal in response to the movement of said brake pedal;
a power train control module for controlling the speed at which the motor rotates the wheels in response to a deactivation signal;
a camera being mounting on the land vehicle for generating a transmissible video signal representative of the incident light entering camera; and,
a central processing unit being connected to said pedal sensor, said brake caliper and said camera, said central processing unit being adapted to receive said braking signal from said pedal sensor and, in response to receiving said braking signal, transmit a caliper actuation signal to said brake caliper, and said central processing unit being adapted to receive said video signal from said camera and process said video signal to determine whether the incident light entering said camera includes light of a red color and, in response to detecting light of a red color, transmit a caliper actuation signal to said brake caliper and a deactivation signal to said power train control module.
2. The braking system according to claim 1 further comprising a brake sensor being connected to said brake caliper for producing a transmissible temperature signal being proportional to the temperature of said brake caliper, and said central processing unit being connected to said brake sensor and using said temperature signal in the formulation of said caliper actuation signal.
3. The braking system according claim 1 wherein said central processing unit is adapted to produce a transmissible alarm actuation signal at a set time prior to producing a caliper actuation signal and said braking system further comprises an alarm being connected to said central processing unit for generating an audible alarm upon receiving said alarm actuation signal from said central processing unit.
4. The braking system according to claim 1 further comprising a bumper sensor being secured to said vehicle for detecting an impact with a foreign object and for producing a contact signal in response to the impact and wherein said central processing unit is connected to said bumper sensor and produces a caliper actuation signal in response to receiving a contact signal from said bumper sensor.
Priority Applications (2)
Application Number | Priority Date | Filing Date | Title |
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US12/081,509 US20090265069A1 (en) | 2008-04-17 | 2008-04-17 | Land vehicle braking system |
US13/068,567 US20110281686A1 (en) | 2008-04-17 | 2011-05-16 | Land vechicle braking system |
Applications Claiming Priority (1)
Application Number | Priority Date | Filing Date | Title |
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US12/081,509 US20090265069A1 (en) | 2008-04-17 | 2008-04-17 | Land vehicle braking system |
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US13/068,567 Continuation US20110281686A1 (en) | 2008-04-17 | 2011-05-16 | Land vechicle braking system |
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US20090265069A1 true US20090265069A1 (en) | 2009-10-22 |
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US13/068,567 Abandoned US20110281686A1 (en) | 2008-04-17 | 2011-05-16 | Land vechicle braking system |
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US13/068,567 Abandoned US20110281686A1 (en) | 2008-04-17 | 2011-05-16 | Land vechicle braking system |
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